EP0646723A1 - Vorrichtung zur Benützung in einem Kraftfahrzeug ohne Batterie zur Verminderung und Steuerung von Belastungen, sowie elektrische Komponenten, während des Anlassens - Google Patents

Vorrichtung zur Benützung in einem Kraftfahrzeug ohne Batterie zur Verminderung und Steuerung von Belastungen, sowie elektrische Komponenten, während des Anlassens Download PDF

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Publication number
EP0646723A1
EP0646723A1 EP94113766A EP94113766A EP0646723A1 EP 0646723 A1 EP0646723 A1 EP 0646723A1 EP 94113766 A EP94113766 A EP 94113766A EP 94113766 A EP94113766 A EP 94113766A EP 0646723 A1 EP0646723 A1 EP 0646723A1
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EP
European Patent Office
Prior art keywords
load
power
engine
engine speed
igniter
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Granted
Application number
EP94113766A
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English (en)
French (fr)
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EP0646723B1 (de
Inventor
Yuji C/O Kabushiki Kaisha Honda Ono
Yuichi C/O Kabushiki Kaisha Honda Morino
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication of EP0646723A1 publication Critical patent/EP0646723A1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P1/00—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage
    • F02P1/08—Layout of circuits
    • F02P1/086—Layout of circuits for generating sparks by discharging a capacitor into a coil circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F02N11/06—Starting of engines by means of electric motors the motors being associated with current generators and with ignition apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for

Definitions

  • the present invention relates to a vehicle unloaded with a battery, and to an apparatus suitable for use in a batteryless vehicle, for reducing and controlling loads such as electrical components upon starting the batteryless vehicle for driving the loads such as the electrical components with power obtained from a generator driven based on a rotational output of an engine and activating an igniter with the rotational output, characterized in that the supply of power to partial loads such as a lamp, etc. is stopped until the engine is brought to a predetermined engine speed upon its start-up to thereby give priority to the supply of the power to the igniter so as to smoothly start the engine.
  • a starting apparatus suitable for use in a batteryless vehicle of a type wherein when the engine is started by either a kick starter or a recoil starter, loads such as a lamp, etc. are electrically disconnected, and the loads such as the lamp, etc. are then connected when an output voltage generated from a generator has risen, thereby making it possible to supply sufficient power to an igniter and smoothly start the engine, has been disclosed in Japanese Utility Model Application Laid-Open No. 4-137264. [0003]
  • the conventional starting apparatus for the batteryless vehicle has a problem in that when the output voltage generated from the generator in a state in which the loads such as the lamp, etc. are being disconnected, has reached a predetermined threshold voltage, the load connection is made to thereby increase the electrical load on the generator upon the load connection, with the result that the output voltage is often reduced.
  • FIG. 6 is a graph for describing rise characteristics of voltages output from the generator upon starting up the engine.
  • a characteristic A indicated by an imaginary line in FIG. 6 shows a characteristic of an output voltage generated at non-load. This characteristic is obtained by measuring the output voltage of the generator with a high input impedance type voltmeter, for example, supplying the same voltage as the measured voltage to an igniter from another power supply and determining the output voltage in a state in which the loads such as the lamp, etc. are all electrically disconnected.
  • a first crest of a waveform of the output voltage is formed by powerfully rotating an output shaft of the engine under the operation of either the kick starter or the recoil starter.
  • a characteristic B indicated by a dot line represents a rise characteristic of an output voltage generated (at full load) in a state in which the igniter and all the loads supplied with the power from the generator have been connected to the generator.
  • a characteristic C indicated by a solid line represents a rise characteristic of an output voltage generated at light load in which the load on the generator is set as the igniter alone, for example.
  • the present invention was made to solve the above problems. It is therefore a first object of the present invention to provide an apparatus suitable for use in a batteryless vehicle, for reducing and controlling loads such as electrical components upon its start-up, wherein power generated from a generator is supplied to an igniter in preference to others during an engine start operation and the power is supplied to other load such as a lamp or the like after the engine has reliably been started.
  • the apparatus suitable for use in the batteryless vehicle as defined in claim 1, for reducing and controlling the loads such as the electrical components upon starting the batteryless vehicle comprises the switching means provided between the output of the generator and the other load other than the igniter, and the load supply-power controlling means for activating the switching means so as to be brought into the closed state when the engine is brought to the engine speed preset based on the signal related to the engine speed detected by the engine speed detecting means and supplying the power generated by the generator to the other load.
  • the apparatus suitable for use in the batteryless vehicle as defined in claim 2, for reducing and controlling the loads such as the electrical components upon its start-up, is constructed in such a manner that the power generated from the generator is always supplied to the indicator system for indicating the state of the vehicle.
  • the apparatus suitable for use in the batteryless vehicle as defined in claim 3, for reducing and controlling the loads such as the electrical components upon its start-up, is constructed in such a manner that the engine speed detecting means is made up of the crank angle sensor provided to detect the ignition timing of the igniter and the load supply-power controlling means is formed integrally with the igniter.
  • the igniter preferably uses a capacity discharge type igniter of d.c. power operation-type (DC-CDI).
  • the load supply-power controlling means drives the switching means so as to be brought into the closed state to thereby supply the power generated by the generator to other load (e.g., a lamp or the like).
  • the other load is electrically disconnected upon starting the engine until the engine speed reaches the predetermined speed. Therefore, since the power generated according to the rotation of the engine is effectively supplied to the igniter, the engine can be reliably started.
  • the generated power is supplied to the igniter and the indicator system for indicating the state of the vehicle. Therefore, the state of the vehicle (e.g., the neutral position of the gear) can be displayed so as to be visually observed by the driver.
  • the engine speed detecting means is made up of the crank angle sensor which has already been provided for the igniter and the load supply-power controlling means is formed integrally with the igniter. Therefore, the load supply-power controlling means can be realized by sharing the use of either a control circuit for controlling a circuit for waveform-shaping an output detected by the crank angle sensor and an ignition timing or a control microcomputer or the like. As a result, the load supply-power controlling means can be economically materialized. It is also unnecessary to ensure a new mounting space or the like. [0016] Since the capacity discharge type igniter of d.c. power operation-type (DC-CDI) performs the ignition using the power generated from the generator, the apparatus according to the present invention, which efficiently makes use of the generated power, becomes more effective. [0017]
  • DC-CDI capacity discharge type igniter of d.c. power operation-type
  • FIG. 1 is a block diagram illustrating an apparatus suitable for use in a batteryless vehicle as defined in claim 1, for reducing loads such as electrical components or equipment upon starting the batteryless vehicle.
  • the apparatus 1 comprises a generator 3 driven in accordance with a rotational output of an engine 2, an ignition device or igniter 4 and a switching means 7 for controlling the supply of power to other load 6 other than a load supply-power controlling device 5.
  • a capacitor 8 electrically connected between an output terminal 3a on the positive-polarity side of the generator 3 and a ground terminal 3b is used to stabilize a power supply.
  • the generator 3 is made up of an ac generator body (hereinafter called an "ACG") 11 and a rectifying/regulating unit (regulate rectifier) 12.
  • the ACG 11 has a rotor (not shown) coupled to an output shaft 2a of the engine 2 and rotatably driven with the rotation of the engine 2, a permanent magnet (not shown) attached to the rotor and stator coils 11a through 11c used for taking out a generated output.
  • the rectifying/regulating unit (regulate rectifier) 12 has a rectifier circuit 13 comprised of six rectifying devices connected to each other in a three-phase bridge arrangement, for rectifying an a.c. voltage induced in each of the stator coils 11a through 11c, and an output voltage regulating circuit 14 for regulating an output voltage generated between the output terminal 3a and the ground terminal 3b.
  • the generated voltage output to the output terminal 3a of the generator 3 is supplied to each of the igniter 4 and the load supply-power controlling means 5 and supplied to the other load 6 via the switching means 7.
  • a magnet 2b is mounted to either the output shaft 2a of the engine 2 or the rotor of the ACG 11 so as to correspond to an angular or rotational position of a crank shaft.
  • a pickup coil 15 for detecting magnetic flux produced from the magnet 2b and generating an induced electromotive voltage therefrom forms a crank angle sensor and a means for detecting an engine speed.
  • a signal 15a output from the pickup coil 15 is supplied to the igniter 4 as a signal related to an ignition timing. Further, the signal 15a is also supplied to the load supply-power controlling means 5 as a signal related to the engine speed.
  • the present embodiment shows the construction wherein the signal related to either the crank angle or the engine speed is obtained using the electromagnetic coupling.
  • the signal related to the angular position of the engine or the rotation thereof may be obtained using the optical coupling between a light-emitting means to a light-receiving means both combined into one.
  • the igniter 4 sets the ignition timing based on the signal 15a output from the pickup coil 15 and supplies an igniting high voltage 4a to a spark plug 16 with a predetermined timing.
  • the load supply-power controlling means 5 comprises a waveform shaping circuit 20, a load connection deciding means 30 and a switch driving means 40.
  • reference numeral 5a indicates a power terminal on the positive-polarity side
  • reference numeral 5b indicates a power terminal on the negative-polarity side (the ground side).
  • the waveform shaping circuit 20 converts the signal 15a output from the pickup coil 15 into a binary-level signal 20a and outputs it therefrom.
  • the load connection deciding means 30 generates a load connection command signal 30a therefrom in response to the binary-level signal 20a when it detects that the engine speed has exceeded a predetermined engine speed.
  • a hysteresis characteristic is set to the load connection deciding means 30.
  • the load connection deciding means 30 is activated so as to hold the output indicative of the load connection command signal 30a as it is until the engine speed reaches an engine speed rather lower than the previous engine speed.
  • the switch driving means 40 drives the switching means 7 so as to be brought into a closed state (i.e., a state in which the power is supplied to other load).
  • the switching means 7 is made up of a relay having a normally-opened type contact (make contact). [0023] The operation of the present embodiment having the above-described construction will be described.
  • the generator 3 When the engine is started by either an unillustrated kick starter or an unillustrated recoil starter so as to rotatably drive the output shaft 2a, the generator 3 generates a voltage corresponding to the number of revolutions of the output shaft 2a at the output terminal 3a. The generated voltage is supplied to the igniter 4 and the load supply-power controlling means 5. Since a contact 7a of the relay of the switching means 7 is in an opened state, no power is supplied to the other load 6 such as a lamp or the like.
  • the igniter 4 supplies the igniting high voltage 4a to the spark plug 16 with the predetermined timing, based on the output signal 15a of the pickup coil 15 to thereby ignite the engine.
  • the load connection deciding means 30 provided within the load supply-power controlling means 5 monitors the engine speed based on the output signal 15a of the pickup coil 15. Further, when the engine speed reaches the predetermined engine speed, e.g., an engine speed slightly lower than an idle speed, the load connection deciding means 30 generates the load connection command signal 30a therefrom and hence the switch driving means 40 energizes an excitation winding 7b of the relay in response to the load connection command signal 30a. As a result, the contact 7a of the relay is brought into a closed state so that the power is supplied to the other load 6.
  • a characteristic E shown in FIG. 6 represents a rise characteristic of an output voltage generated according to this invention. If the load connection is made under an engine speed approximate to that at a complete explosion, then the characteristic E can supply or provide more power by power corresponding to a region F indicated by hatching as compared with a characteristic D (conventional example).
  • FIG. 2 is a view for describing a circuit configuration of one specific example of a combination of the load supply-power controlling means and the switching means.
  • the load supply-power controlling means 5 shown in FIG. 2 is constructed by a discrete circuit as an illustrative example.
  • the waveform shaping circuit 20 comprises an amplifier 21 for amplifying the signal 15a output from the pickup coil 15 and a Schmitt trigger circuit 22 for converting an amplified output into a binary signal level. Since the output voltage varies depending on the number of revolutions of the engine 2, even a signal at a low engine speed can be reliably detected by amplifying the output signal 15a of the pickup coil 15 that uses the electromagnetic coupling.
  • the load connection deciding means 30 has a monostable multivibrator 31 triggered at either a rising edge or a falling edge of a waveform-shaped output 20a corresponding to an output produced from the Schmitt trigger 22 to thereby generate a pulse having a predetermined time interval therefrom, an integrating circuit 32 for integrating an output pulse 31a produced from the monostable multivibrator 31, a voltage comparator 34 for comparing an integrated output 32a produced from the integrator circuit 32 with each of reference voltages VTH1 and VTH2 supplied from a reference voltage generating circuit 33 and outputting a load connection command signal 30a based on the result of comparison, and a hysteresis circuit 35 for changing a reference voltage VTH based on the load connection command signal 30a and providing a hysteresis characteristic.
  • the integrating circuit 32 is made up of a time-constant circuit comprised of a charging resistor 32b and a capacitor 32c.
  • Reference numeral 32d indicates a resistor for setting a discharge time constant.
  • Respective diodes designated at reference numerals 32e and 32f are used to switch between a charge time constant and the discharge time constant.
  • a transistor 35a of the hysteresis circuit 35 is in an off state when no load connection command signal 30a is output from the voltage comparator 34.
  • the sum of voltages applied across series-connected constant-voltage diodes or zener diodes ZD1 and ZD2 is supplied to a reference-voltage input terminal K of the voltage comparator 34.
  • the transistor 35a When the load connection command signal 30a is output from the voltage comparator 34, the transistor 35a is brought into an on state so as to short-circuit the zener diode ZD2. Thus, the voltage across the zener diode ZD1 is supplied to the reference-voltage input terminal K of the voltage comparator 34. As a result, the action of switching between a first threshold voltage VTH1 used for generating the load connection command signal 30a and a second threshold voltage VTH2 used for stopping the generation of the load connection command signal 30a is carried out.
  • Reference numeral 33a indicates a resistor used to supply a bias current to each of the zener diodes ZD1 and ZD2.
  • Reference numeral 35b indicates a base resistor and reference numeral 35c indicates a base-to-emitter resistor.
  • the present embodiment shows the case where since the amplitude of the output signal corresponding to the waveform-shaped output 20a varies depending on the number of revolutions or speed of the engine 2, the width of the pulse to be output based on the waveform-shaped output 20a is respecified or reset by the monostable multivibrator 31.
  • the monostable multivibrator 31 may be provided within the waveform shaping circuit 20 as an alternative to the Schmitt trigger circuit 22.
  • the output voltage determined depending on the engine speed may be obtained by using a frequency-to-voltage converter (F-V converter) instead of the monostable multivibrator 31 and the integrating circuit 32.
  • F-V converter frequency-to-voltage converter
  • the switch driving means 40 is made up of an NPN transistor 41 which is brought into a conducting state based on the load connection command signal 30a.
  • Reference numeral 42 indicates a base resistor and reference numeral 43 indicates a base-to-emitter resistor.
  • the switching means 27 comprises a PNP transistor 27a.
  • Reference numerals 27b and 27c respectively indicate a base resistor and a base-to-emitter resistor.
  • the first threshold voltage VTH1 is set to a voltage corresponding to an engine speed lower than an engine speed Nei (e.g., 1200 rpm) at the time that the engine runs at idle and to an engine speed Neon (e.g., 1000 rpm) higher than the maximum peak engine speed Nep (e.g., 800 rpm) at the starting of the engine by either the kick starter or the recoil starter.
  • Nei e.g. 1200 rpm
  • Neon e.g. 1000 rpm
  • Nep maximum peak engine speed
  • the second threshold voltage for cutting off or stopping the detected output 17a so as to continue the supply of the power to the other load 4 is set to a voltage corresponding to an engine speed Neoff (e.g., 500 rpm) rather lower than the maximum peak engine speed at the starting of the engine.
  • Neoff an engine speed
  • the switching means is brought into the closed state so that the supply of the power to the other load 4 is started.
  • FIG. 4 is a block diagram showing an apparatus suitable for use in a batteryless vehicle as defined in claim 2, for reducing and controlling loads such as electrical components upon starting the batteryless vehicle.
  • the apparatus 51 is constructed in such a manner that power generated from a generator 3 is supplied to an indicator-system load 70 even when an engine is started and the supply of the power to other load 6 through a switching means 7 is stopped upon starting the engine.
  • the indicator-system load 70 includes a high-beam indicator lamp 72 that lights up by a beam changeover switch 71 closed when beams cast by headlights are switched to the high level side, a neutral indicator lamp 74 which is turned on by a neutral switch 73 closed when a gear is shifted to a neutral position, a sidestand storage confirmation lamp 76 that is turned on by a sidestand switch 75 closed when a sidestand is in an accommodated state, an oil-level warning lamp 78 turned on by an oil switch 76 and used to issue a warning that engine oil is insufficient, a horn 80 rumbled by activating a horn switch 79, etc.
  • the indicator-system load 70 may be provided with a fuel warning lamp (not shown) turned on by an unillustrated fuel level switch, for indicating a state in which the remaining quantity of fuel is low.
  • a fuel warning lamp (not shown) turned on by an unillustrated fuel level switch, for indicating a state in which the remaining quantity of fuel is low.
  • the other load 6 comprises a direction indicator 61 having a plurality of lamps that blink by actuating a winker relay 61b under the switching action of a direction indicator switch 61a, a high-beam headlamp 63 and a low-beam headlamp 64 which are selectively turned on by a high/low beam changeover switch 62, a taillamp 65, and loads 69 such as various lamps, a buzzer, etc.
  • FIG. 4 illustrates one example of the indicator-system load 70 and the other load 6.
  • Various loads should be suitably selected according to vehicle equipment and functions.
  • FIG. 5 is a block diagram showing an apparatus suitable for use in a batteryless vehicle as defined in each of claims 3 and 4, for reducing and controlling loads such as electrical components upon starting the batteryless vehicle.
  • the apparatus 81 is constructed in such as manner that a load supply-power controlling means 83 is integrally formed within an ignition device or igniter 82.
  • the igniter 82 is made up of a DC-CDI (capacity discharge type igniter of d.c. power operation-type).
  • the igniter 82 comprises a dc-ac converter (DC-AC converter) 84 for receiving a voltage generated from a generator 3 to be supplied to a power terminal 82a on the positive-polarity side as a power input and generating dual ac outputs therefrom, a rectifying and smoothing circuit 85 for rectifying one of the ac outputs with a rectifying device 85a and smoothing the rectified one with a smoothing capacitor 85b, a constant-voltage circuit 86 for receiving a smoothed output as an input and supplying a stable power voltage, a one-chip microcomputer (hereinafter called a "CPU") 87 activated in response to the voltage supplied from the constant-voltage circuit 86, a waveform shaping circuit 88 for shaping the waveform of an output 15a detected by a pick-up coil 15 and supplying a waveform-shaped output 88a to the CPU 87, a thyristor (SCR) 90 triggered based on an ignition command signal 89a generated
  • One end of a primary winding 92a of an igniting high-voltage generating transformer 92 is electrically connected to an ignition output terminal 82b.
  • An ignition or spark plug 16 is connected to one end of a secondary winding 92b. The other ends of the primary winding 92a, the secondary winding 92b and the spark plug 16 are respectively grounded.
  • Reference numeral 82c indicates a power terminal on the negative-polarity side.
  • the DC-AC converter 84 has a self-exicited oscillator circuit 84a, an NPN-type switching transistor 84b and a power-transducing transformer 84c.
  • Reference numeral 84d indicates a base resistor and reference numeral 84e indicates a base-to-emitter resistor.
  • the switching transistor 84b is switched in response to the output of the self-excited oscillator circuit 84a to interrupt a current which flows in a primary winding 84f of the power-transducing transformer 84c at intervals. Therefore, ac voltages corresponding to the ratio of the primary winding to an igniting winding 84g on the secondary side and the ratio of the primary winding to a power winding 84h on the secondary side are produced in their corresponding igniting winding 84g and power winding 84h. [0043] The ac voltage developed in the power winding 84h is supplied to the CPU 87 through the rectifying and smoothing circuit 85 and the constant-voltage circuit 86.
  • the ac voltage developed in the igniting winding 84g is rectified by a rectifying diode 93 and the rectified voltage is stored in the capacitor 91.
  • the ignition timing controlling means 89 is constructed in such a way as to output the ignition command signal 89a in accordance with a predetermined timing, based on an ignition control program stored in advance. Therefore, the ignition command signal 89a is generated depending on the rotation of an engine 2 with the predetermined timing so that the engine 2 is fired up. [0045] Since the waveform-shaped output 88a is produced depending on the rotation of the engine 2, a generating cycle of the waveform-shaped output 88a is inversely proportional to the number of revolutions or speed of the engine 2.
  • the load supply-power controlling means 83 Based on a prestored load connection decision program, the load supply-power controlling means 83 counts a time interval required for a predetermined number of preset waveform-shaped outputs 88a to appear. Further, the load supply-power controlling means 83 calculates either an average period or an average engine speed from the result of counting. When either the calculated average period or the calculated average engine speed exceeds a predetermined threshold related to a load connection, the load supply-power controlling means 83 outputs a load connection command signal 83a therefrom. After the load connection command signal 83a has been output from the load supply-power controlling means 83, the load supply-power controlling means 83 monitors whether either the average period or the average engine speed is less than or equal to a predetermined threshold related to a load nonconnection. If either the average period or the average engine speed is found less than or equal to the predetermined threshold related to the load nonconnection, then the output of the load connection command signal 83a from the load supply-power controlling means 83 is stopped.
  • the respective threshold values are set so as to meet the relationship shown in FIG. 3.
  • a decision as to both the load connection and the load disconnection may be made based on the counted time interval without calculating either the average period or the average engine speed.
  • the decision as to the load connection may be made based on either a period (an instantaneous value) between two adjacent waveform-shaped outputs 88a without being based on the average value or based on an average value (short-time average value) obtained during a relatively short time so as to make the timing for the load connection as soon as possible.
  • the decision as to the load disconnection may be made based on an average value (long-time average) obtained during a time longer than that taken at the time of the decision as to the load connection so as to avoid the frequent stoppage of the supply of power to the load due to an instantaneous reduction in the engine speed.
  • an NPN transistor 88a provided within a switching means 88 is made conductive so that an excitation winding 7a of a relay forming a switching means 7 is energized, with the result that a contact 7b thereof is closed so as to supply the power to other load 6.
  • Reference numerals 88b and 88c designated in the switch driving circuit 88 indicate a base resistor and a base-to-emitter resistor respectively.
  • the pickup coil 15 forming the crank angle sensor can be used as an engine speed sensor and the load supply-power controlling means 83 can be constructed by adding a deciding means made as to whether the number of revolutions used for the load connection is reached, to a control circuit unit made up of the CPU 87.
  • each of the apparatuses 1, 51 and 81 according to the present invention provides an electrical connection to the other load 6. Therefore, the range of variation in the generated voltage at the time that the other load 6 is connected can be made smaller by setting, as the threshold, such an engine speed that the maximum generated power of the ACG 11 is commensurate with the power to be used up by the other load 6 or a reduction in the generated voltage falls within a predetermined range even when the other load is connected.
  • an engine speed (NeVL) capable of obtaining the minimum operating voltage (VL) inclusive of an output voltage regulating operation of the rectifying/regulating unit (regulate rectifier) 12 of the generator 3 may be set as a threshold used for the load connection in a state (under full load) in which the load corresponding to the electrical equipment is the heaviest.
  • an engine speed (NeVM) capable of providing the minimum operation ensuring voltage (VM) inclusive of the output voltage regulating operation of the rectifying/regulating unit (regulate rectifier) 12 of the generator 3 may be set as the threshold used for the load connection in the state (under full load) in which the load corresponding to the electrical equipment is the heaviest.
  • the load connection is made when a state in which the engine speed exceeds the threshold continues for a predetermined time and the load connection is prevented from being made due to a temporary rise in the engine speed.
  • the difference between the threshold related to the load disconnection and the threshold related to the load connection may be made small.
  • the hysteresis characteristic is not provided to the load connection deciding means. Accordingly, when a state in which the engine speed is less than or equal to the threshold continues for a time set so as to be shorter than a load on-connection monitoring time, the load disconnection may be made.
  • the apparatus suitable for use in the batteryless vehicle as defined in claim 1, for reducing and controlling the loads such as the electrical components upon starting the batteryless vehicle is constructed in such a manner that the supply of power to the other load is carried out when the engine speed reaches the predetermined engine speed. Therefore, the other load is in a state of being disconnected from the apparatus until the engine speed reaches the predetermined engine speed upon starting the engine and the power generated according to the rotation of the engine is effectively supplied to the igniter.
  • the apparatus suitable for use in the batteryless vehicle as defined in claim 2, for reducing and controlling the loads such as the electrical components upon starting the batteryless vehicle is constructed in such a manner that the generated power is supplied to the igniter, the indicator system for indicating the state of the vehicle, and the horn or the like as needed. Therefore, the state (the neutral position of the gear, for example) of the vehicle can be displayed so as to be visually observed by the driver.
  • the apparatus suitable for use in the batteryless vehicle as defined in claim 3, for reducing and controlling the loads such as the electrical components upon starting the batteryless vehicle is constructed in such a manner that the engine speed detecting means is made up of the crank angle sensor which has already been provided as for the igniter and the load supply-power controlling means is formed integrally with the igniter. Therefore, the load supply-power controlling means can be realized by sharing the use of either the control circuit for controlling the circuit for waveform-shaping the output detected by the crank angle sensor and the ignition timing or the control microcomputer or the like. As a result, the load supply-power controlling means can be economically materialized. It is also unnecessary to ensure the new mounting space or the like. [0055] Since the capacity discharge type igniter of d.c. power operation-type (DC-CDI) effects the ignition using the power generated by the generator, each apparatus according to the present invention, which makes efficient use of the generated power, can be made more effective.
  • DC-CDI capacity discharge type igniter of d.c. power operation-type
  • FIG. 1 is a block diagram showing an apparatus suitable for use in a batteryless vehicle as defined in claim 1, for reducing loads such as electrical components upon starting the batteryless vehicle.
  • FIG. 2 is a view for describing a circuit configuration of one specific example of each of a load supply-power controlling means and a switching means.
  • FIG. 3 is a graph for describing a hysteresis characteristic indicative of the supply of power to other load and the stoppage of its supply.
  • FIG. 4 is a block diagram illustrating an apparatus suitable for use in a batteryless vehicle as defined in claim 2, for reducing loads such as electrical components upon starting the batteryless vehicle.
  • FIG. 5 is a block diagram showing an apparatus suitable for use in a batteryless vehicle as defined in each of claims 3 and 4, for reducing loads such as electrical components upon starting the batteryless vehicle.
  • FIG. 6 is a graph for describing rise characteristics of voltages output from a generator upon starting an engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
EP19940113766 1993-10-05 1994-09-02 Vorrichtung zur Benützung in einem Kraftfahrzeug ohne Batterie zur Verminderung und Steuerung von Belastungen, sowie elektrische Komponenten, während des Anlassens Expired - Lifetime EP0646723B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP24922193A JP3201684B2 (ja) 1993-10-05 1993-10-05 バッテリレス車の始動時電装品負荷軽減制御装置
JP249221/93 1993-10-05

Publications (2)

Publication Number Publication Date
EP0646723A1 true EP0646723A1 (de) 1995-04-05
EP0646723B1 EP0646723B1 (de) 1997-05-28

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EP19940113766 Expired - Lifetime EP0646723B1 (de) 1993-10-05 1994-09-02 Vorrichtung zur Benützung in einem Kraftfahrzeug ohne Batterie zur Verminderung und Steuerung von Belastungen, sowie elektrische Komponenten, während des Anlassens

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EP (1) EP0646723B1 (de)
JP (1) JP3201684B2 (de)
CN (1) CN1052528C (de)
BR (1) BR9403994A (de)
DE (1) DE69403420T2 (de)

Cited By (10)

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EP0998632A1 (de) * 1997-09-22 2000-05-10 Outboard Marine Corporation Verbrennungsmotor mit kr4aftstoffeinspritzung mit seilzuganlasser, ohne batterie
EP1235342A2 (de) * 2001-02-26 2002-08-28 Mikuni Corporation Stromversorgungseinheit für eine Brennkraftmaschine
US6550239B2 (en) 1999-03-05 2003-04-22 Volvo Car Corporation Method of reduction of exhaust gas emissions from internal combustion engines
WO2004082124A1 (ja) 2003-03-13 2004-09-23 Honda Motor Co., Ltd. 車両用電力供給装置
US7156064B2 (en) * 2003-04-08 2007-01-02 Keihin Corporation Engine starting control apparatus and starting control method
WO2009099388A1 (en) * 2008-02-07 2009-08-13 Sem Aktiebolag A system for energy support in a cdi system
CN100529373C (zh) * 2004-06-04 2009-08-19 株式会社三国 电源装置
EP2031218A3 (de) * 2007-08-29 2011-10-12 Keihin Corporation Steuervorrichtung für einen Verbrennungsmotor
EP3608529A4 (de) * 2017-04-04 2020-04-29 Honda Motor Co., Ltd. Motorsystem
US11319915B2 (en) 2020-06-11 2022-05-03 Kohler Co. Engine system, and method of starting the engine

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TW200506189A (en) * 2003-05-21 2005-02-16 Mikuni Kogyo Kk Control apparatus of vehicular power supply and vehicular power supply apparatus
JP4720722B2 (ja) * 2006-11-09 2011-07-13 富士電機システムズ株式会社 ヒステリシスコンパレータ回路および電源切り替え回路
JP2008193755A (ja) * 2007-01-31 2008-08-21 Yamaha Motor Electronics Co Ltd バッテリレス発電制御装置、及び、鞍乗型車両
CN101590815B (zh) * 2008-05-30 2013-06-19 比亚迪股份有限公司 一种动力驱动装置
JP5282952B2 (ja) * 2008-11-05 2013-09-04 新電元工業株式会社 自動二輪車用電力制御装置
NL1038151C2 (en) * 2010-08-05 2012-02-07 Martin Jacobus Hoeijmakers Rotating electromechanical converter.
CN102645549B (zh) * 2012-04-25 2014-03-26 浙江大学城市学院 基于fft的直流电机转速检测仪的检测方法
JP2015214227A (ja) 2014-05-09 2015-12-03 ヤマハ発動機株式会社 鞍乗型車両
JP6420593B2 (ja) * 2014-08-22 2018-11-07 長田通商株式会社 車両用電力供給システム
JP6393564B2 (ja) * 2014-09-11 2018-09-19 株式会社ケーヒン 燃料噴射制御装置
DE102018206991B3 (de) 2018-05-04 2019-10-02 Prüfrex engineering e motion gmbh & co. kg Zündvorrichtung, Verbrennungsmotor und Verfahren zu dessen Betrieb
CN112922762A (zh) * 2021-01-22 2021-06-08 苏州巩诚电器技术有限公司 减小发动机启动负载的控制方法
CN114810386B (zh) * 2022-04-07 2023-06-23 潍柴动力股份有限公司 一种考虑负载输出的发动机启动控制方法及系统

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DE3248388A1 (de) * 1981-12-29 1983-07-14 Kioritz Corp., Mitaka, Tokyo Elektronisches zuendsystem fuer eine brennkraftmaschine
US4537174A (en) * 1982-04-02 1985-08-27 Nippondenso Co., Ltd. Output supply control apparatus for internal combustion engine magneto generator
GB2237460A (en) * 1989-10-13 1991-05-01 Keatley Ross Hopkins Vehicle starting circuit with delayed head lamp energisation
JPH04137264U (ja) * 1991-06-14 1992-12-21 川崎重工業株式会社 バツテリレス車両用始動装置
EP0597352A2 (de) * 1992-11-09 1994-05-18 DUCATI ENERGIA S.p.A. Elektronisches Zündsystem für innere Brennkraftmaschinen mit differenziertem Lastversorgungssystem

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DE3248388A1 (de) * 1981-12-29 1983-07-14 Kioritz Corp., Mitaka, Tokyo Elektronisches zuendsystem fuer eine brennkraftmaschine
US4537174A (en) * 1982-04-02 1985-08-27 Nippondenso Co., Ltd. Output supply control apparatus for internal combustion engine magneto generator
GB2237460A (en) * 1989-10-13 1991-05-01 Keatley Ross Hopkins Vehicle starting circuit with delayed head lamp energisation
JPH04137264U (ja) * 1991-06-14 1992-12-21 川崎重工業株式会社 バツテリレス車両用始動装置
EP0597352A2 (de) * 1992-11-09 1994-05-18 DUCATI ENERGIA S.p.A. Elektronisches Zündsystem für innere Brennkraftmaschinen mit differenziertem Lastversorgungssystem

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0998632A4 (de) * 1997-09-22 2004-04-14 Outboard Marine Corp Verbrennungsmotor mit kr4aftstoffeinspritzung mit seilzuganlasser, ohne batterie
EP0998632A1 (de) * 1997-09-22 2000-05-10 Outboard Marine Corporation Verbrennungsmotor mit kr4aftstoffeinspritzung mit seilzuganlasser, ohne batterie
US6550239B2 (en) 1999-03-05 2003-04-22 Volvo Car Corporation Method of reduction of exhaust gas emissions from internal combustion engines
EP1235342A2 (de) * 2001-02-26 2002-08-28 Mikuni Corporation Stromversorgungseinheit für eine Brennkraftmaschine
EP1235342A3 (de) * 2001-02-26 2002-12-04 Mikuni Corporation Stromversorgungseinheit für eine Brennkraftmaschine
US6735512B2 (en) 2001-02-26 2004-05-11 Mikumi Corporation Power stabilizing unit
EP1603225A4 (de) * 2003-03-13 2010-05-05 Honda Motor Co Ltd Stromversorgung für fahrzeug
WO2004082124A1 (ja) 2003-03-13 2004-09-23 Honda Motor Co., Ltd. 車両用電力供給装置
EP1603225A1 (de) * 2003-03-13 2005-12-07 HONDA MOTOR CO., Ltd. Stromversorgung für fahrzeug
US7156064B2 (en) * 2003-04-08 2007-01-02 Keihin Corporation Engine starting control apparatus and starting control method
CN100529373C (zh) * 2004-06-04 2009-08-19 株式会社三国 电源装置
EP2031218A3 (de) * 2007-08-29 2011-10-12 Keihin Corporation Steuervorrichtung für einen Verbrennungsmotor
WO2009099388A1 (en) * 2008-02-07 2009-08-13 Sem Aktiebolag A system for energy support in a cdi system
US8490609B2 (en) 2008-02-07 2013-07-23 Sem Aktiebolag System for energy support in a CDI system
EP3608529A4 (de) * 2017-04-04 2020-04-29 Honda Motor Co., Ltd. Motorsystem
US10968849B2 (en) 2017-04-04 2021-04-06 Honda Motor Co., Ltd. Engine system
US11319915B2 (en) 2020-06-11 2022-05-03 Kohler Co. Engine system, and method of starting the engine

Also Published As

Publication number Publication date
DE69403420D1 (de) 1997-07-03
JP3201684B2 (ja) 2001-08-27
EP0646723B1 (de) 1997-05-28
CN1109554A (zh) 1995-10-04
DE69403420T2 (de) 1997-09-18
CN1052528C (zh) 2000-05-17
BR9403994A (pt) 1995-07-18
JPH07103112A (ja) 1995-04-18

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